EIS - National Maternity Hospital

Transcription

1 6.0 Traffic and Transportation 6.1 Introduction This chapter of the Environmental Impact Statement (EIS) presents the transport strategy for, and potential transport impacts of the proposed development of The National Maternity Hospital at St. Vincent s University Hospital Campus, Elm Park, Dublin 4 (the Campus ). The proposed new National Maternity Hospital building will be located at the eastern side of the hospital campus and comprises the construction of a building that rises to 5 and 6 storeys above ground level, with one partial basement level, plus additional ancillary plant areas at the roof level. The full detail of the nature and extent of the proposed development is set out in Chapter 2 of this EIS. Full detail of the anticipated construction sequencing and phasing is set-out in the Draft Construction Management Plan. The proposed development also includes an extension to the existing multi-storey car park at the north of the campus. The proposed development will be constructed in a sequential manner that allows for the continual operation of the hospital campus and, as such, includes the phased demolition of existing buildings at St. Vincent s University Hospital campus to facilitate clearing the site for the proposed development and the construction of temporary accommodation to facilitate construction sequencing (including a single storey temporary canteen, catering staff changing facilities, household services store and carpenters workshop). The location of the existing National Maternity Hospital in relation to the St. Vincent s University Hospital Campus is presented in Figure

2 Figure 6.1: Location of The National Maternity Hospital, Holles Street National Maternity Hospital, Holles Street St. Vincent's University Hospital Campus This chapter sets-out the transport strategy developed supporting the proposed new National Maternity Hospital and presents the transport impact appraisal undertaken. The Chapter is set out as follows: Transport Planning Policy Context; Appraisal Methodology; Receiving Environment; Characteristics of the Proposed Development; Potential Impacts of the Proposed Development; Mitigation Measures; Predicted Residual Impact of the Proposed Development; Monitoring; Reinstatement; and Interactions and Potential Cumulative Impacts In terms of mobility management planning, St. Vincent s University Hospital has a number of sustainable transport measures currently in place, these include: paid staff car parking; active promotion of cycling and provision of secure and sheltered cycle parking for staff; and the provision of real-time public transport information in St. Vincent s University 6-1

3 Hospital. In addition, the St. Vincent s University Hospital has been a partner in the National Transport Authority s Smarter Travel Workplaces for a number of years, taking part in events such as the annual pedometer and cycle challenges. These initiatives have resulted in increased usage of sustainable modes of transport, including annual increases in the number of staff cycling in recent years. The success of these initiatives was recognised with St. Vincent s University Hospital being awarded the Cycling Workplace of the Year at the National Transport Authority s 2015 Smarter Travel Awards. The proposed transport strategy set out in this document has been developed in conjunction with and to the agreement of Dublin City Council (DCC), the National Transport Authority (NTA) and Dun Laoghaire-Rathdown County Council (DLRCC). In addition, Transport Infrastructure Ireland (TII) were consulted during the preparation of the EIS and submission of the application for permission. TII confirmed that they did not need to be consulted in respect to this application, as the proposed development will not have any significant impact on the National or Regional road network. Building on the sustainable travel patterns already achieved at St. Vincent s University Hospital, the proposed transport strategy to support the relocation of the National Maternity Hospital onto the Campus is intended to ensure that the Campus as a whole will operate efficiently, while also ensuring that impacts on transport networks and neighboring environs are kept to an absolute minimum. The transport strategy includes for: Reduction in the modal share for car users from circa 50% (SVUH is 51% and NMH is 47%) to a combined 34% as agreed with DCC and the NTA; Provision of a new stop for the existing UCD to DART shuttle at SVUH, this has been agreed by NTA and UCD and can now provide a link between the DART, SVUH and the UCD bus terminus; and Enhanced connectivity to Sydney Parade DART Station. These integrated measures represent continuing improvements in the campus accessibility strategy, which will be further implemented by the proposed development. It is envisaged that overall accessibility to the campus in the coming years will continue to improve through the implementation of a range of Dublin-wide public transport measures 6-2

4 that are contained within the adopted NTA Transport Strategy for the Greater Dublin Area This Strategy includes a number of specific public transport and cycling improvements for the local and the wider South Dublin area. As the campus is located on or next to a number of major commuting routes, the primary benefit of these measures will be to provide additional public transport capacity and alternatives to private car travel Transport Planning Policy Context Transport planning policy, both nationally and locally, is set out in the planning documents outlined in this section. They particularly emphasise the importance of travel demand management, with each of the planning documents identifying the need to implement mobility management plans at workplaces and other locations, which attract a high level of transport demand National Policy Department of Transport, Tourism and Sport Smarter Travel In February 2009, Smarter Travel A Sustainable Transport Future: A New Transport Policy for Ireland was published by the now Department of Transport, Tourism and Sport, setting out the vision of a sustainable transport future in This policy document proposes an alternative to the existing trends - which have resulted in increased traffic congestion and a loss in economic competitiveness. It sets out measures aimed at increasing the share of the population walking, cycling, using public transport and leaving their cars at home by Through this framework, the Government aims to reduce the national car-based share of total commuting trips from the current average of 65% to 45%. It is important to note that these are the average targets for the whole State, and therefore, areas with higher potential for mode shift such as the cities and in particular Dublin City, will have to achieve significantly more ambitious targets to counter the likely car dominance across most rural areas and smaller urban centres. The fundamental objective underpinning this policy document is the provision of a high quality, integrated and sustainable travel and transport infrastructure and services that support the movement of goods and people, which in turn will ensure continued Irish competitiveness. This translates into goals, actions and objectives seeking to ensure the availability of sustainable transport alternatives to the majority of the population. The 49 actions set-out in the Smarter Travel Transport Policy document can be grouped under four key headings, as follows: 6-3

5 Actions to reduce distance travelled by private car and encourage smarter travel, including focusing population growth in areas of employment and to encourage people to live in close proximity to places of employment and the use of pricing mechanisms or fiscal measures to encourage behavioural change; Actions aimed at ensuring that alternatives to the car are more widely available, mainly through improved and more accessible public transport and through investment in cycling and walking; Actions aimed at improving the fuel efficiency of motorised transport through improved fleet structure, energy efficient driving, and alternative technologies; and Actions aimed at strengthening institutional arrangements to deliver the targets. The new National Maternity Hospital at St. Vincent s University Hospital Campus reflects the overall aims of Smarter Travel, as it provides intensification of an urban area that has a high level of sustainable transport accessibility. National Cycle Policy Framework The National Cycle Policy Framework (as part of Smarter Travel A Sustainable Transport Future 2009) outlines national policy for cycling, in order to create a stronger cycling society, and a friendlier environment for cycling. The policy document sets an average national target of 10% of all trips by bicycle by 2020 and equally recognises the need for continuing promotion and integration of cycle networks in the State Regional Policy Regional Planning Guidelines, The Regional Planning Guidelines for the Greater Dublin Area were first published in 2004 by the Dublin Regional Authority and Mid-East Regional Authority and thereafter have been reviewed regularly, with the Regional Planning Guidelines for the period 2010 to 2022 having been adopted in June Regarding transport policy, the Regional Planning Guidelines provide the background policy support to a number of Plans and Strategies including the Transport Strategy for the Greater Dublin Area, , the National Cycle Policy Framework and Smarter Travel. With particular reference to the latter, the Regional Planning Guidelines seek to reinforce the aims, goals and targets established under Smarter Travel -A Sustainable Transport 6-4

6 Future Initiatives from the Smarter Travel Policy document, such as the Green Schools Travel Initiative and Workplace Travel Plan programmes are also supported 1. Of particular relevance for the proposed new National Maternity Hospital is the fact that the Regional Planning Guidelines promote higher employment densities around public transport nodes and corridors. This is a reflection of the principle that trip-intensive land use planning, which would include a large healthcare facility, such as The National Maternity Hospital, can support travel mode shift away from private car usage and towards more sustainable modes such as public transport, walking and cycling. It is stated in the Regional Planning Guidelines that trip intensive employment clusters should be favoured near to existing or planned public transport nodes. Greater Dublin Area Cycle Network Plan The National Transport Authority s Greater Dublin Area Cycle Network Plan was adopted in In preparing the Cycle Network Plan, the NTA undertook a review of existing cycle facilities in the Greater Dublin Area and set-out the strategy for the development of an integrated cycle network for the Region. The Cycle Network Plan consists of the following route types: Primary Network - Main cycle arteries across the urban area, carrying most cycle traffic; Secondary Network - Links between the principal cycle routes and local zones; and Feeder Network - Connections from zones to the network levels above and/or cycle routes within local zones. The Cycle Network Plan includes cycle network proposals for areas in the vicinity of St. Vincent s University Hospital Campus as well as other areas in the City Centre. The section of the Plan relative to the new National Maternity Hospital is illustrated in Figure Regional Planning Guidelines for the Greater Dublin Area, 2010 to 2022, Section

7 Figure 6.2: Proposed Cycle Network Source: National Transport Authority Cycle Network Plan for the Greater Dublin Area The Cycle Network Plan includes a number of specific cycle route objectives aimed at improving the regional and local cycle network, which will directly benefit accessibility to the St. Vincent s University Hospital Campus by bike, including: Primary Radial Route 12: College Green to Bray via Leeson Street and Stillorgan Road; Primary Radial Route 13: College Green to the South East Sector via Merrion Square and Ballsbridge, with a variant coastal route via Sandymount and Ringsend; and The East Coast Trail, incorporating the Sandymount/Merrion to Blackrock Corridor Study, recently published for public consultation by the NTA. In addition to the radial routes above, the Plan also identifies Nutley Lane and Sydney Parade Avenue as secondary routes and Ailesbury Road and Park Avenue as feeder routes. It is anticipated that the development of the cycle network will have a positive impact on cycling and will assist in increasing the share of commuting trips to and from the St. Vincent s University Hospital Campus made by bicycle. 6-6

8 Immediately adjacent to the campus the NTA have proposals, as confirmed in their letter in Appendix 1.2 of the EIS, to significantly further improve facilities along Primary Radial Route 13 as part of the Rock Road / Merrion Road bus / cycle corridor project between Blackrock and the Ailesbury Road junction. The letter also confirms that other schemes locally being advanced by the National Transport Authority include the provision for a twoway cycle route along Nutley Lane, identified as a secondary cycle route in the GDA Cycle Network Plan. The NTA recently published the Sandymount / Merrion to Blackrock Corridor Study to support a public consultation process on a range of proposals that would primarily provide a high quality cycle facility between Sandymount and Blackrock. The main elements of the plan are: A new cycleway to run along Dublin Bay between Irishtown and Seapoint totalling 6.5km, plus completion of the Blackrock to city centre pedestrian and cycle route. Closing of the Merrion Gates level crossing with a pedestrian and cycling underpass beneath the Dart line. The Merrion Bypass which would connect Strand Road, to Merrion Road through a new bridge over the Dart line, that would be located about 250m north of the current level crossing passing through the grounds of Merrion Hall and the car park area of Our Lady Queen of Peace Church Transport Strategy for the Greater Dublin Area, The NTA has a wide range of transport planning and policy roles and functions, both at national level and particularly within the Greater Dublin Area. With regards to the latter, in April 2016 the National Transport Authority s Transport Strategy for the Greater Dublin Area, was adopted by the Minister for Transport, Tourism and Sport. The Strategy outlines a number of principles and policies which are relevant to the proposed National Maternity Hospital, in particular those associated with Demand Management. These polices include to: Encourage land use policies which support the provision of development in locations and at densities which enable the efficient provision of public transport services; Seek reductions in the availability of workplace parking in urban centres to discourage car commuting, where alternative transport options are available; Support the introduction or expansion of on-street parking controls, and charging structures, that seek to reduce commuter parking and which contribute to greater 6-7

9 parking turnover for non-commuting purposes; Support and facilitate the implementation and expansion of Workplace Travel Plans for all large employers; A number of improvements to heavy rail and light rail infrastructure and services are proposed as part of the Strategy. Although not directly serving the Campus, improvements such as New Metro North, Metro South, Luas cross-city and the Luas Green Line to Bray have the potential to significantly increase the wider public transport catchment of the St. Vincent s University Hospital Campus. They will improve public transport accessibility from a number of areas into Dublin City and allow people to interchange with direct public transport services to the Campus. More immediately, however, is the introduction of a 10- minute Dart frequency by the end of The Strategy also identifies Greystones as a location where Park and Ride facilities are to be developed. While not considered to be a key requirement of the transport planning strategy for the hospital development in terms of its patient catchment, this would provide additional opportunity to improve the accessibility of the Campus by means of Park and Ride within the regional catchment of the hospital to the south as it would accommodate interchange with rail services connecting to the hospital via Sydney Parade DART Station. Projects which are most relevant to the Campus include the DART expansion programme, the Blanchardstown to University College Dublin Swiftway route (the closest proposed stop is located at the R138 Stillorgan Road / Nutley Lane junction, see Figure 6.3) and the continued implementation of the Greater Dublin Area Cycle Network Plan. 6-8

10 Figure 6.3: Proposed Blanchardstown to UCD Swiftway Source: Local Policy Dublin City Development Plan, The Dublin City Development Plan ( ), which was adopted on 23 September 2016 and came into effect on 21 October 2016, sets out policies and objectives to guide how and where development will take place in the city over the lifetime of the Plan. It provides an integrated, coherent spatial framework to ensure the city is developed in an inclusive way which improves the quality of life for its citizens, whilst also being a more attractive place to visit and work. Chapter 8 of Volume 1 (Written Statement) of the Dublin City Development Plan Plan is entitled Movement and Transport. It states that transport policy and objectives of the new City Development Plan will be guided by the objectives of the National Transport Authority s Draft Transport Strategy, (which will be superseded by strategy). The Smarter Travel A Sustainable Transport Future (Department of Transport, Tourism & Sport) is also acknowledged as being influential in encouraging the growth of more sustainable modes of transport. 6-9

11 The policies and objectives outlined in the Plan include: To encourage intensification and mixed-use development along public transport corridors and at transport nodes (MTO1); To continue to promote modal shift from private car use towards increased use of more sustainable forms of transport (MT2); and To promote best practice mobility management and travel planning to balance car use to capacity and provide for necessary mobility via sustainable transport (MT12). The transport strategy for the proposed National Maternity Hospital at St. Vincent s University Hospital Campus has been developed to ensure compliance with the above objectives. The Plan also identifies a Dublin City Green Cycle Network as shown in Figure 6.4. This cycle network will provide high quality cycle facilities throughout the Dublin network. St. Vincent s University Hospital is located within the catchment of the proposed East Coast Trail cycle improvements scheme, sections of which have been built or are under construction. Figure 6.4: Dublin City Green Cycle Network Source: Dublin City Development Plan,

12 Part of the Planning Authority s approach towards the inner suburbs is the development of a strategic green network. The strategic green network is described in the Development Plan as comprising river/canal corridors and open/institutional lands which can contribute to the built and natural landscape of the City 2. Figure 6.5 illustrates the location of the Development Plan s strategic green network. Figure 6.5: Core Strategy: Strategic Green Networks Source: Dublin City Development Plan, , pg. 17. Dublin City Centre Transport Study Dublin City Council in conjunction with the NTA prepared the Dublin City Centre Transport Study which was adopted in May While the objectives within this Study do not have a direct impact on the surrounding area of St. Vincent s University Hospital Campus, it does seek to improve movements through the City Centre for pedestrians, cyclists and public transport users. This will be relevant to staff, patients and visitors who travel through the City Centre to the Campus. 2 Dublin City Development Plan (Interim Publication), , pg

13 6.2 Stakeholder Consultation A number of consultations have been undertaken with key stakeholders in order to develop the planned integrated transport strategy for the Campus, incorporating the proposed National Maternity Hospital and future development as outlined in the Site Capacity Study. The content of these consultations is summarised below Dublin City Council. The project team, and in particular as transport consultants on the project, had ongoing consultations with the Environment and Transportation Department of Dublin City Council throughout the pre-planning stage, including reaching agreement on issues such as the scoping of traffic surveys, and the development of specific traffic management arrangements for improved accessibility to the campus off both Nutley Lane and Merrion Road. Two meetings have been held, where traffic and transport related items pertaining to the scheme were discussed. A small summary of items raised at each of these meetings is given below: a) Meeting held on the 9th June 2015: The emerging scheme was presented, including transport components such as the level of car parking, cycle parking provision, and other ancillary measures proposed, as well as the rationale for the modal splits assumed in the transport assessment. These various assumptions were agreed in principle, pending a clarification regarding numbers of staff and visitors for each hospital. b) Meeting held on 12th October 2015: gave an update on the scheme details, including the proposed improvements to the access arrangements, car parking proposals, and the evolving mobility management process. DCC accepted in principle modifications proposed at the access junctions with Nutley Lane and Merrion Road, as well as the proposals for internal circulation, drop-off and servicing arrangements. The proposed junction improvements are described in Section DCC also agreed acceptable and appropriate travel mode split targets to be set for mobility management planning and to form the basis for the EIS traffic assessment. This is 6-12

14 related to the proposed mobility management process, but also informs the quantum of campus-wide car parking to be provided National Transport Authority The National Transport Authority is the statutory body responsible for setting transport planning policy for the Greater Dublin Area. A meeting with the National Transport Authority was held on the 9th December 2015 to present the proposed scheme and discuss aspects pertaining to establishing sustainable transport strategy for the campus. The National Transport Authority agreed in principle with the proposals, including the Mobility Management Plan target travel mode split targets and quantum of additional car parking proposed. The role that the National Transport Authority will play in ensuring the delivery of improvements to public transport and cycling infrastructure external to the campus was also acknowledged. On the 8th January 2016, a meeting was arranged to discuss the Bord Direction received from An Bord Pleanála and the transportation-related items contained therein. Subsequently, a letter was received on 29 th January 2016 that outlined the various NTA schemes pertaining to bus, rail, cycling and pedestrian facilities that will have a positive impact on the sustainable transport accessibility of the Campus. This letter is part of Appendix 1.2. A further was received on 19 th February 2017, where the NTA states that schemes outlined on the January 2016 letter remain in their strategy, which was approved in the meantime. It also provides an update on relevant projects such as the Sandymount/Merrion to Blackrock Corridor Study which has been published for consultation and the intent to increase DART frequencies to 10 minutes by the end of Dun Laoghaire-Rathdown County Council Two meetings were held with Dun Laoghaire-Rathdown County Council (DLRCC), on the 12th October 2015 and on the 21st January These focused on informing DLRCC of the proposed development, in light of its proximity to the county boundary. 6-13

15 6.2.4 Transport Infrastructure Ireland Contact was made with Transport Infrastructure Ireland (TII). TII confirmed that a meeting would not be required at the pre-planning stage as the development is predicted to have only a negligible impact on the national road network. 6.3 Appraisal Methodology This section presents the appraisal methodology used for the traffic and transportation assessment undertaken of the proposed new National Maternity Hospital development. The subsequent sections set-out the following: A review of pedestrian, cycling and public transport accessibility to St. Vincent s University Hospital Campus; A description of existing road network and traffic conditions in the vicinity of St. Vincent s University Hospital Campus; A description of existing travel patterns to both the National Maternity Hospital and St. Vincent s University Hospital; A description of the characteristics of the proposed development in terms of traffic and transportation, (including access, circulation and facilities for pedestrians, cyclists, vehicular traffic, emergency vehicles and servicing); An appraisal of the transport impact during both the construction and operational phases (including prediction of future year traffic volumes and assessment of junctions in the vicinity, with the proposed development in place); and The proposed mitigation measures, including the Mobility Management Strategy Traffic and Transport Appraisal The methodology for appraising the traffic impact on the road network is based upon the following: Baseline Traffic Information A traffic count survey on the surrounding road network was carried out on the 15 th October 2014 in order to develop a comprehensive understanding of the current traffic conditions on the surrounding road network. The scope of these traffic surveys and the subsequent traffic impact appraisal was agreed in advance with Dublin City Council. Within the Campus, the entry and exit information from each of the internal car parks was obtained from the car park operator for the same time periods as the road network traffic 6-14

16 surveys in order to enable a comparison and to derive a Campus-wide car parking accumulation profile. The traffic count information has been used as the basis for the analysis of the traffic impact of the proposed development on the operational performance of the neighbouring junctions and road network that connect to the Campus coupled with the calculation of the volume of traffic generated by the proposed development. Because of the time period between the 2014 traffic counts and the date of application, further similar surveys were undertaken on 18 th January of this year (2017). These similar set of traffic counts were carried out to validate whether the 2014 traffic counts used as the basis for the traffic impact assessment remain valid. The January 2017 results showed some decreases in the volumes on the wider road network on both AM and PM peak periods when compared with the 2014 counts. A comparative analysis of the traffic counts has been undertaken for a number of the key junctions, as presented in Figure 6.6, focusing on the four most relevant junctions in the local road network. This compares the total network traffic counts at each road junction from October 2014 and January

17 Figure 6.6: Comparison between traffic flows from October 2014 and January 2017 Based on this analysis we have used the data from the 2014 surveys for our traffic analysis as this set of data represents a more onerous baseline condition. A copy of the traffic count data that was utilised in this traffic assessment (October 2014), including pedestrian and cycle counts, is presented in Appendix 6.1. The January and February 2017 data is also included in this Appendix Traffic Generation Traffic generation associated with patients / visitors and staff has been derived based on the number of parking spaces proposed for the Campus (incorporating the new National Maternity Hospital) and travel patterns associated with existing activity at the Campus. The number of staff parking spaces has been based on a targeted car driver travel mode split for the number of staff working during the core hours of the day. The number of patient / visitor parking spaces has been based on the projected number of patients (i.e. in-patient and outpatient visits) and visitors. 6-16

18 Traffic Distribution The distribution of traffic on the surrounding street network has been based on the distribution of traffic presently generated by the existing St. Vincent s University Hospital Campus Junction Analysis Traffic impact and operational performance of the neighbouring junctions have been analysed using LinSig, the industry standard software for the assessment and design of traffic signal junctions in Ireland Mobility Management Plan Development The methodology for developing the Mobility Management Plan to accommodate the proposed hospital development was based upon the following: Establishing Existing Travel Patterns Staff, patient and visitor travel surveys were carried out at St. Vincent s University Hospital and at the National Maternity Hospital, Holles Street to develop an understanding of current travel patterns at both hospitals Catchment Analysis The geographical distribution of staff obtained from the travel surveys was examined and an analysis of the travel options available from those areas was carried out using Geographical Information Systems (GIS). Based on this, realistic achievable modal split targets for staff have been set, reviewed and agreed with the hospital management teams, Dublin City Council and the National Transport Authority Mobility Management Plan Measures A set of measures to encourage travel by sustainable modes, thus helping to achieve the modal split targets, have been included in the Mobility Management Plan for the Campus, incorporating the National Maternity Hospital. 6-17

19 6.4 Receiving Environment Site Location The proposed development of The National Maternity Hospital at St. Vincent s University Hospital Campus is located south east of Dublin City Centre, approximately 4km from St. Stephen s Green. The location of the Campus in its regional context is shown in Figure 6.4. Figure 6.4: Campus Location (Regional Context) H St. Vincent's University Hospital Campus The location of the Campus in its local context is shown in Figure 6.5. The Campus is bounded by Merrion Road to the north-east, by Nutley Lane to the north-west and by Elm Park Golf Club to the south and south-west. The south-east side of the Campus is bounded by residential properties, which are accessed off Herbert Avenue. 6-18

20 Figure 6.5: Campus Location (Local Context) Sydney Parade DART Station St. Vincent's University Hospital Campus Legend Regional Road Local Road Rail The location of the new National Maternity Hospital within the Campus is presented in Figure 6.6. Within the Campus, the location proposed for the new National Maternity Hospital is bounded to the north and east by the internal Campus roads, to the west by the adult Clinical Services Block (facilitating direct linkage to the Maternity Hospital) and to the south by the Herbert Wing car park facility. 6-19

21 Figure 6.6: The New National Maternity Hospital Location in the Context of the Campus New National Maternity Hospital Existing Pedestrian Network In general, pedestrians are well catered for with good facilities in the vicinity of the Campus. Footpaths provided on both sides of the road along Nutley Lane and Merrion Road are sufficiently wide to meet pedestrian footfall demand and are of good quality. There are a number of controlled pedestrian crossing points on the surrounding street network which facilitate pedestrian access to the Campus, comprising of: Facilities associated with the traffic signals at the junction of Nutley Lane / Merrion Road; Facilities associated with the traffic signals at the junction of Nutley Lane / Campus entrance; and Facilities associated with the traffic signals at the junction of Merrion Road / Campus entrance. Slightly further from the Campus, there are mid-block crossings along Merrion Road outside the Merrion Shopping Centre and south of Herbert Avenue. Within the Campus, there are a number of zebra crossings on the main internal road, providing access between buildings, car parks and cycling parking. The 30-minute walk catchment from the Campus 6-20

22 is shown in Figure 6.7, reaching as far as Donnybrook and UCD to the west/south-west, Booterstown to the south and Sandymount to the north. Figure 6.7: Walk Accessibility from St. Vincent s University Hospital Campus Sandymount Donnybrook UCD Booterstown A significant number of trips are made by foot into the Campus on a daily basis. Survey data (October 2014) shows that over a 12-hour period ( ), over 2,600 movements by foot were made into the Campus, with a similar number leaving. This includes people walking from public transport nodes such as the bus stops on the Stillorgan Road and Merrion Road, and from the Sydney Parade DART station. Approximately 45% of these arrive via the Nutley Lane entrance, 25% via the Merrion Road entrance and 30% via the pedestrian path from the junction of Nutley Lane with Merrion Road. A copy of the pedestrian counts is presented in Appendix Existing Cycle Network The Campus is very accessible by bicycle, with dedicated cycle tracks and lanes provided along Merrion Road and the R138 Stillorgan Road (formerly the N11). This is evident by the usage of cycle facilities on the Campus. Facilities vary along both these routes, consisting of a mix of shared use of bus lane and advisory lanes as shown in Figure 6.8. The National Transport Authority, as set out in their letter in Appendix 1.2 of the EIS, proposes to 6-21

23 significantly further improve facilities along this primary cycle route (GDA Cycle Network Route No. 13) as part of the Rock Road / Merrion Road bus / cycle corridor project between Blackrock and the Ailesbury Road junction. There are no dedicated facilities along Nutley Lane, however, the street is traffic-calmed through a series of speed ramps. Figure 6.8: Existing Local Cycle Facilities H Source: National Transport Authority Cycle Network Plan for the Greater Dublin Area (2014) The 30-minute cycle catchment from the Campus is shown in Figure 6.9, reaching as far as Glenageary and Sandyford to the south, Templeogue and Crumlin to the west and Drumcondra to the north. 6-22

24 Figure 6.9: Cycle Accessibility from St. Vincent s University Hospital Campus Drumcondra Phoenix Park Crumlin Templeogue Blackrock Glenageary Sandyford Within the Campus, advisory cycle lanes are provided along the main internal streets. The core of the Campus is traffic calmed, with a series of speed ramps, raised crossings and pedestrian crossing points present. Dedicated cycle parking facilities are provided within the Campus (approx. 250 spaces), as well as designated shower and locker facilities for staff at various locations within the Campus. There are a significant number of trips made by bicycle into the Campus on a daily basis. October 2014 survey data shows that over a 12-hour period ( ), almost 300 trips into the Campus are made via the Merrion Road and Nutley Lane, while a number of additional cycle trips are also made via the pedestrian only path from the junction of Nutley Lane and Merrion Road. A similar number of people exit the Campus by bicycle over this time period. A copy of the cycle counts from October 2014 is presented in Appendix 6.1. St. Vincent s University Hospital has responded to the increased number of trips by bicycle by providing additional cycle parking in recent years. The efforts being made in terms of promoting cycling was recently recognised when St. Vincent s University Hospital won the Cycling Workplace of the Year at the 2015 Smarter Travel Awards. 6-23

25 6.4.4 Existing Public Transport Network This section outlines the existing public transport services at or in the vicinity of the Campus and the resulting accessibility conditions by public transport. The public transport services which directly provide access to the Campus consist of Dublin Bus services along Merrion Road and Nutley Lane. In addition to these, a significant number of bus services which stop along the R138 are also within walking distance of the Campus (approximately 10 minutes). The nearest DART station is Sydney Parade, an approximate 4-minute walk from the Campus. The location of public transport stops and stations in relation to the Campus are shown in Figure Figure 6.10: Neighbouring Bus Stops and Rail Stations Dublin Bus There are 17 Dublin Bus routes which either directly serve, or are within walking distance of the Hospital Campus as presented in Table 6.1 along with their frequency and nearest stop location). Table 6.2 presents bus services operated by other operators. 6-24

26 Table 6.1: Dublin Bus: Routes and Frequencies Route No. Route Peak Frequency Off Peak Frequency Nearest Stop 1 Santry Sandymount 20 mins mins Park Avenue 4 Monkstown Avenue - Harristown 15 mins 15 mins Merrion Road Brides Glen Luas Stop Mountjoy Merrion Road 20 mins 30 mins 7 Square 7a Loughlinstown Mountjoy Square 30 mins 30 mins Merrion Road 7b Shankill - Mountjoy Sq. 15mins No Service R138 7d Dalkey Mountjoy Square 60 mins (peak times only)) R138 25x Lucan Belfield 25 mins (peak times only) R138 27x Clare Hall - UCD 30 mins (peak times only) Nutley Lane 32x Malahide UCD Belfield 30 mins (peak times only) R138 39a Ongar UCD Belfield 10 mins 10 mins R138 Knocksedan/Swords UCD 10 mins (peak times only) R138 41x Belfield 46a Phoenix Park Dun Laoghaire 7-8 mins 10 mins R138 46e Blackrock - Mountjoy Square 25 mins (peak times only) R Belarmine Poolbeg St 30 mins 75 mins Nutley Lane 51x Dunawley UCD Belfield 60mins (peak times only) R138 66x Maynooth UCD Belfield 10 mins (peak times only) R138 67x Celbridge UCD Belfield 10 mins (peak times only) R Newcastle/Kilcoole - Hawkins St. 10 mins (peak times only) R Parnell Sq Whitechurch 60mins (peak times only) R Kilternan - D'Olier St. 60mins (peak times only) R Heuston Rail Station Ballywaltrim 10 mins 10 mins R138 Source: Dublin Bus website Table 6.2: Other Bus Services: Routes and Frequencies Route No. Route Peak Frequency Off Peak Frequency Nearest Stop 702 Greystones Dublin Airport 60 mins 60 mins Merrion Road (Aircoach) 02 (Bus Eireann) Wexford - Dublin Airport 60 mins 60 mins Merrion Road Source: Bus Eireann and Aircoach websites Along Merrion Road, the No. 4 bus route is a high frequency service, with buses every 15 minutes throughout the day. Since November 2016, service frequency on bus route No. 7 has been doubled with two new services (7a and 7b from Loughlinstown and Shankill to Mountjoy Square), operating at a frequency of 30 and 15 mins respectively, while the original No. 7 bus route frequency has decreased from 15 mins to 20 mins. As a consequence, the combined frequency of these services has increased along the main route between the city centre and the Dun Laoghaire area. 6-25

27 Stops on the R138 Stillorgan Road are served by a significant number of scheduled Dublin Bus services including high frequency services such as the No. 39A, No. 46A and No These bus services serve the City Centre, a large catchment to the south as well as areas such as Drumcondra and Santry to the north. Route No. 47, No. 32x, 27x have buses every 30 minutes during the peak time only throughout the day. The existing pedestrian facilities between the Campus and the Stillorgan Road are of a high quality, with wide footpaths along Nutley Lane and very few conflicts with vehicles, especially along the south side of this road. Pedestrians can access citybound bus services via the at-grade pedestrian crossing facilities at the Stillorgan Road / Nutley Lane junction or via the footbridge located 200m to the north of the junction itself. The bus routes currently serving the Campus are, therefore, considered to currently be more than adequate to meet both the existing and future potential additional travel demands of the Campus, including the development of the National Maternity Hospital. The planned improvements to the bus network in both the short and medium term will further enhance the level of service and capacity available. Despite the good public transport connectivity, significant areas of Dublin presently do not avail of direct or frequent public transport services to the Campus, including areas to the west of the N11 corridor. The potential extension to St. Vincent s University Hospital of orbital bus service 175, which is proposed to connect Tallaght with UCD, would significantly improve the accessibility of the Hospital Campus by public transport from areas such as Tallaght, Ballinteer and Dundrum. We understand from the NTA that the new 175 orbital service is likely to commence operations in This will also provide an opportunity to interchange with the Luas Green line at the Dundrum Balally stop. The GDA Transport Strategy proposes a new Swiftway Bus Rapid Transit service to be provided from Blanchardstown to UCD which will also improve public transport frequencies on the R138 corridor, from where the Hospital Campus will be easily accessed. In the same context, the potential to avail of the existing UCD to Sydney Parade DART shuttle service by adding one stop adjacent to the Hospital campus, would improve the orbital connectivity of the site. This has been discussed and agreed in principle with the NTA. Based on the bus services listed in Table 6.1 and Table 6.2, it is estimated that the bus network can accommodate approximately 8,000 passengers southbound and 5,

28 passengers northbound on routes which serve St. Vincent s University Hospital from 07:00-09:00. This takes into account the scheduled bus timetable, journey times and assumes each bus has capacity for 91 passengers (both seated and standing). The routes that serve the Campus are illustrated in the published bus service map for the Campus as presented in Figure

29 Figure 6.11: Buses from St. Vincent s University Hospital Campus Source: Transport for Ireland 6-28

30 Irish Rail The nearest rail station is Sydney Parade DART station, an approximate 5-minute walk from the Campus. During peak periods, DART and other commuter services can result in services every 5-10 minutes, while during off-peak times services operate at 20 minute frequencies. All services stop at Connolly station where it is possible to interchange with the suburban rail network, Luas Red line and city and regional bus services. In addition, following consultation with the National Transport Authority, and as set out in the letter in Appendix 1.2 of the EIS, there are plans for further significant improvements to the frequency and capacity of public transport service provided by DART, with service frequency being looked at in terms of increasing the peak period frequency to a 10- minute interval by 2018 and, in the longer-term, increasing again to 5 minutes. The letter further notes that opportunities to improve the pedestrian accessibility to and from Sydney Parade Dart Station will be investigated as part of the planned Rock Road / Merrion Road improvement scheme, which was published for public consultation in late The above-mentioned scheme includes the closure of the Merrion Gates level crossing and its replacement with an overbridge in the vicinity of the Campus. The closure of the level-crossing is expected to facilitate the planned increased frequencies to the DART services, particularly at peak times. It is estimated that the rail network can presently accommodate approximately 14,500 passengers southbound and 11,000 passengers northbound on rail services which stop at Sydney Parade between 07:00-09:00. This takes into account the scheduled rail timetable, and assumes each rail service has capacity for approximately 1,200 passengers (both seated and standing). The extent of public transport accessibility by rail and bus services (including interchange and walk times) is presented in Figure It shows that areas such as Dundrum, Crumlin and Islandbridge to the west, Kilbarrack and Santry to the north and Cherrywood, Shankill and Bray to the south are accessible within a 45-minute journey time by public transport (includes walk time and interchange of services). 6-29

31 Figure 6.12: Public Transport Accessibility from St. Vincent s University Hospital Campus Santry Kilbarrack Drumcondra Phoenix Park Islandbridge Crumlin Dundrum Cherrywood Shankill Bray Existing Road Network The existing road network in the vicinity of the Campus is comprised of regional and local roads (as shown previously in Figure 6.5). The R138 Stillorgan Road (formerly N11) and the R118 Merrion Road are important radial routes between the City Centre and South Dublin (with the R138 connecting into the national road network). Nutley Lane is an important orbital link (providing a connection between the R138 Stillorgan Road and the R118 Merrion Road) while also providing local access to the Campus. These roads are described in detail in this section R118 Merrion Road The R118 Merrion Road is a north-south radial route running between the City Centre and Blackrock. Along this route, the road varies between one and two lanes for general traffic, with a bus lane running in both directions for the most part. In the vicinity of the Campus, the roadway generally consists of one traffic lane and one bus lane running in both directions, with additional lanes provided for turning movements on the approach to most junctions. 6-30

32 The key junctions along this road (in the vicinity of the St. Vincent s University Hospital Campus) are with Ailesbury Road, Nutley Lane, Strand Road and the entrance to the Campus. Each of these junctions are signalised, with dedicated pedestrian crossings integrated into the traffic signal stages at the junctions. The entrance to Our Lady Queen of Peace church car park is also off this road, across from the Merrion Road Campus entrance. Signal controlled pedestrian crossings are also provided outside the main entrance to the Merrion Shopping Centre and at the junction with Herbert Avenue R138 Stillorgan Road The R138 Stillorgan Road (becoming the N11 further south) is a dual carriageway road, running in a north-south direction. It is one of the key radial traffic routes between Dublin City and the national road network. Typically, there are two general traffic lanes and one bus lane running in each direction, with additional lanes provided for turning movements on the approach to certain junctions. The key junction along this road (in respect of this application) is with Nutley Lane. The junction is signalised with dedicated pedestrian crossings integrated into the traffic signal stages at the junction (across the northern approach and across Nutley Lane) Nutley Lane Nutley Lane is a single carriageway local road connecting the R138 Stillorgan Road with the R118 Merrion Road. Along the road, there is generally one traffic lane in each direction, with approximately 44 parallel on-street parking bays on the southern side of the road (between St. Vincent s University Hospital and Nutley Road). The road provides access to a number of large developments such as the RTÉ Campus, the Merrion Shopping Centre, Elm Park Golf and Sports Club, St. Michaels College as well as St. Vincent s University Hospital Campus. The key junctions along this road are with the R138 Stillorgan Road, the R118 Merrion Road and the entrance to St. Vincent s University Hospital. Each of these junctions are signalised with dedicated pedestrian crossings integrated into the traffic signal stages at the junctions. 6-31

33 6.4.6 Existing Traffic Conditions Traffic count surveys were undertaken on Wednesday 15 th October 2014 for a 12-hour period (07:00-19:00) at 10 junctions in the vicinity of the St. Vincent s University Hospital Campus. The survey locations are shown in Figure 6.13 and listed below: Site 1 Nutley Lane/ St. Vincent s University Hospital Access; Site 2 Merrion Road/ St. Vincent s University Hospital Access; Site 3 Merrion Road/ Nutley Lane; Site 4 Stillorgan Road/ Nutley Lane; Site 5 Merrion Road/ Ailesbury Road; Site 6 Merrion Road/ Strand Road; Site 7 Nutley Lane/ Tesco Access; Site 8 Nutley Lane/ Nutley Avenue; Site 9 Nutley Lane/ Nutley Road; and Site 10 Merrion Road/ Church Car Park Access. As previously described, pedestrian counts were also carried out at Sites 1, 2 and 3 to identify the pedestrian movement patterns in the vicinity of the site. Figure 6.13: Traffic Count Locations St. Vincent's University Hospital Campus 6 Legend Traffic Counts Only Traffic and Pedestrian Counts 4 On the local road network, the peak hour during the morning period was recorded as being between 07:45 and 08:45, while the peak hour during the evening period was 6-32

34 recorded as being between 17:45 and 18:45. The profile throughout the day is shown in Figure 6.14 (i.e. total traffic volumes at key junctions 3, 4, 5 and 6). Figure 6.14: Road Network Traffic Profile Road Network Traffic Profile No. of vehicles Time of Day (Hourly periods) The peak entries and exits to and from the Campus differ from the road network peak. In relation to entries and exists, the Campus AM peak is noted as being between 07:00 and 08:00 (peak entries), the PM peak as being between 16:00 and 17:00 (peak exits), while there is also a mid-day peak between 14:00 and 15:00. The daily entry and exit profile associated with the Campus (which includes traffic associated with St. Vincent s Private Hospital) is presented in Figure

35 Figure 6.15: Existing Campus Entry and Exit Profile No. of vehicles Time of Day (1 Hour periods) Campus Entries Campus Exits The results of the traffic counts (vehicles per hour) on the local road network are summarised in Table 6.3 (with reference to the locations identified in Figure 6.16). A copy of the traffic count data is presented in Appendix 6.1. It is clear that the vehicular trips associated with St. Vincent s University Hospital only correspond to a small part of the traffic on the local road network. The strategic function of the nearby road links means that the majority of network trips are through-trips. 6-34

36 Table 6.3: Local Road Network - Existing Two-Way Link Flows Reference. Location Campus AM Campus PM AM Peak Peak Peak PM Peak 1 Merrion Road (north of Merrion Road/ Ailesbury Rd junction) Merrion Road (south of Merrion Road/ Ailesbury Rd junction) Merrion Road (north of Merrion Road/ Nutley Lane junction) Merrion Road (south of Merrion Road/ Nutley Lane junction) Merrion Road (south of Merrion Road/ SVUH Access junction) Merrion Road (north of Merrion Road/ Strand Rd junction) Merrion Road (south of Merrion Road/ Strand Rd junction) Nutley Lane (east of Nutley Lane/Tesco Access Junction) Nutley Lane (east of Nutley Lane/Nutley Avenue Junction) Nutley Lane (east of Nutley Lane/SVUH Access Junction) Nutley Lane (east of Nutley Lane/Nutley Rd Junction) Nutley Lane (east of R138/Nutley Lane Junction) N11 (north of R138/Nutley Lane Junction) N11 (south of R138/Nutley Lane Junction) All flows are two-way and expressed in vehicles per hour. 6-35

37 Figure 6.16: Link Flow Locations St. Vincent's University Hospital Campus Legend Locations of link flows Morning Peak Period (07:45 08:45) From the traffic count data, it can be seen that the R138 Stillorgan Road is the busiest link on the surrounding road network during the morning peak hour period, with over 3,800 vehicles (two-way) per hour recorded from 07:45 to 08:45. The dominant movement is northbound, with a high right-turn movement onto Nutley Lane. Merrion Road also experiences high traffic flows during the morning peak hour period, with traffic flows over 2,500 vehicles (two-way) per hour recorded south of its junction with Strand Road. This reduces to less than 1,400 vehicles between Nutley Lane and Strand Road before increasing to around 2,000 vehicles north of Nutley Lane. At the junction of Merrion Road and Nutley Lane, there is a high right-turn movement from Merrion Road to Nutley Lane during this period. Nutley Lane also experiences some congestion during the morning peak period, with traffic volumes in the region of 1,500 vehicles (two-way) per hour along its busiest section (between the R138 Stillorgan Road and Nutley Road) Evening Peak Period (17:45 18:45) During the evening peak hour period, it can be seen that the R138 Stillorgan Road remains the busiest route in the surrounding area, with approximately 4,000 vehicles (two-way) per hour recorded south of its junction with Nutley Lane. The dominant movement on the R

38 is southbound during this time period, with a high left-turn movement from Nutley Lane also notable. Merrion Road also experiences high traffic flows during the evening peak period, with traffic flows in the region of 2,150 vehicles per hour noted south of its junction with the Strand Road. This reduces to less than 1,400 vehicles (two-way) between Nutley Lane and Strand Road before increasing to around 1,800 vehicles north of Nutley Lane. At the junction of Merrion Road and Nutley Lane, there is a high right-turn movement from Merrion Road during this time period. Nutley Lane also experiences some congestion during the evening peak period due to the increase in northbound flows along the R138, with traffic volumes in the region of 1,300 vehicles per hour along its busiest section (between the R138 and Nutley Road) Existing Car Parking The existing car parking available in the area is made up of car parking spaces within the Campus, external on-street spaces and external private car parks Campus Car Parking The current levels of parking provision on Campus available to staff and patients/visitors is presented in Figure 6.19 and Table 6.4. In addition, parking associated with St. Vincent s Private Hospital is set out. 6-37

39 Figure 6.17: Existing Car Parking on Campus Multi-storey car 3 park 1 St. Rita s Underground car park Herbert Wing 6 Legend Car Park Reference 11 SVPH 10 Table 6.4: Campus Car Parks Ref Car Park Name Total Staff Visitor Disabled 1 St. Rita's Dermatology / OPD Multi-storey car park Underground car park On Call Herbert Wing Breast Check Clinic Breast Check Clinic Other disabled spaces on Campus St. Vincent s University Hospital Sub-total 1, Mortuary 22 - Ambulance Bays 6 10 St. Vincent s Private Hospital St. Vincent s Private Hospital (Radiotherapy) 18 Campus Total (including Private Hospital) 1,318 As set out in Table 6.4, there are approximately 1,012 car parking spaces on Campus associated with the St. Vincent s University Hospital, with the other spaces associated with St. Vincent s Private Hospital. Of these, 559 are staff spaces, 411 are visitor spaces and

40 are disabled spaces. Three of the car parks are dedicated staff car parks (St. Rita s, Dermatology and On-Call) with staff spaces in shared car parks operating on a quota system (i.e. Multi-storey and Herbert Wing car parks). The mortuary car park has been excluded as part of the quantum associated with St. Vincent s University Hospital as it is not available to staff or visitors. It is managed in line with mortuary service needs to allow access for undertaker services and removal services from the mortuary chapel. In addition to the Campus spaces, approximately 70 spaces are also rented by St. Vincent s University Hospital from Old Belvedere Rugby Club which is a 15-minute walk from the Campus. Staff car parking is charged at a rate of 3 per day to park on Campus, while visitors are charged 2.50 for the first hour (with the rate decreasing for each subsequent hour), up to a maximum of 14 per day. Staff who enter the shared car parks after the staff quota has been reached are charged visitor rates External Car Parking In terms of the external on-street spaces, these are a mixture of free on-street and controlled pay and display and permit car parking spaces. The nearest free on-street spaces are along Trimleston Avenue to the south, approximately a 15-minute walk from the Campus. Spaces along Nutley Lane and side streets such as Nutley Road, Elm Park and Nutley Avenue are controlled (07:00-19:00, Monday to Friday/Saturday depending on the street). Similarly, on-street spaces along Merrion Road and side streets such as Merrion View Avenue, Sydney Parade Avenue, Ailesbury Park, Herbert Avenue and Estate Avenue are managed as pay and display and permit car parking spaces (07:00-19:00/24:00, Monday to Friday/Saturday depending on the street). In terms of private car parks, Our Lady Queen of Peace Church operates a 180 space car park which is available to the public at a rate of 2.50 per hour while the Merrion Shopping Centre has a customer only car park. The location and type of on-street parking spaces in the vicinity of the Campus are presented in Figure

41 Figure 6.18: Nearby On-Street Car Parking Car Parking Profile The daily entry and exit profile of the main car parks associated with St. Vincent s University Hospital is presented in Figure (excluding St. Vincent s Private Hospital). It should be noted that some of the smaller car parks are not included in this profile as data was unavailable (i.e. Breast Check Clinic 1, On-Call and the on-street disabled bays), while the Breast Check Clinic 2 car park was closed on the day of the survey (15 th October 2014). 6-40

42 Figure 6.19: St. Vincent s University Hospital Car Park Profile The existing campus car parks are actively managed as a single resource endeavouring to ensure that spaces are available with a focus on patients. As can be seen in the profile, the Campus car parking demand reaches its peak between 10:00 and 15:00. The peak occupancy doesn t appear to reach the full capacity of the car parks in the Campus. However, since the practical capacity of a car park is normally accepted to be between 85% and 95% (depending on the type and size of car park), it is considered that between and the car parking within the Campus is at capacity Travel Survey Findings A comprehensive programme of staff, patient and visitor travel surveys was carried out at St. Vincent s University Hospital and at the existing National Maternity Hospital, Holles Street. The objective of the travel surveys at the National Maternity Hospital, Holles Street was to establish a clear picture of the travel patterns associated with the operation of the maternity hospital and to understand the likely change in staff, patient and visitor travel patterns following the relocation to St. Vincent s University Hospital Campus. Travel surveys were carried out at the St. Vincent s University Hospital to inform the Campus-wide Mobility Management Plan and to establish a baseline of how staff, patients and visitors travel. 6-41

43 Up-to-date surveys for staff and patients at St. Vincent s University Hospital were undertaken in January 2017 as part of the ongoing monitoring of the Hospital s mobility management measures. As well as providing up-to-date information as part of this planning application, this data was also used to inform the Campus Mobility Management Plan. These surveys gathered information regarding the existing travel patterns (mode of travel, start/finish times, origin of travel, etc.), as well as behavioural aspects such as reasons behind travel mode choice. The results have been used to assist in the appraisal of the likely impact that the implementation of the proposed Mobility Management Plan measures will have. The following section summarises the findings of the travel surveys St. Vincent s University Hospital Survey Methodology and Sample Size At the time of the survey, the total staff population at St. Vincent s University Hospital was approximately 3,140 people. A total of 1,013 staff completed the questionnaire, corresponding to a response rate of approximately 34%. This is high sample size and gives an understanding of current staff travel patterns at the Hospital. In addition, there was 257 responses to the patient travel survey and 64 responses to the visitor travel survey. Travel Modal Split Staff were asked by which mode they usually travelled to work (the longest part, by distance). They also had the option of selecting a second mode if they used a combination of modes. The reported travel modal split among staff at St. Vincent s University Hospital is presented in Figure

44 Figure 6.20: St. Vincent s University Hospital Staff Modal Split The survey indicates that 51% of staff usually drive to the Hospital, with a further 2% travelling as a car passenger. The public transport mode share is 22%, with a slightly higher proportion travelling by rail than by bus. The cycling mode share is relatively high at 15%, with 8% of staff walking to work. This mode share includes commuters that occasionally will travel by a different mode (e.g. drive four days per week and cycle or take the bus on another day). Also, having validated the results with car parking data and previous surveys, it is likely that there was a bias towards car drivers in the travel survey. A slightly lower car driver mode share is considered to be more representative of the existing situation. The majority of staff park on campus (90%), with 4% stating they park off campus (at Old Belvedere). The remainder park in other locations such as on-street, at the church car park or at a friend s house etc. The patient travel survey indicated that 56% of patients either drove to the hospital or were a passenger in a car that parked at the hospital, while 16% travelled by taxi or were dropped off. 6-43

45 The visitor travel survey indicated that 67% of visitors drove to the hospital, 12% were car passengers and 5% travelled by taxi or were dropped off. Arrival and Departure Times As part of the survey, staff were asked what their usual arrival and departure times were from the Hospital. The results from this question are presented in Figure 6.21 and Figure Figure 6.21: St. Vincent s University Hospital Staff Arrival Times Almost all of the staff surveyed stated that the usually arrive at work between 06:00 and 10:00, with more arriving between 06:00 and 08:00 (51%) than that arriving between 08:00 and 10:00 (44%). 6-44

46 Figure 6.22: St. Vincent s University Hospital Staff Departure Times The peak departure times for staff are between 16:00 and 18:00 when 61% of staff usually depart, with 29% of staff usually departing after 18:00. It is also noted that approximately 11% of staff usually depart work before 16:00. Staff Journey Origins As part of the survey, staff were asked from where they travel to the Hospital each day. The results from this question are presented in Figure

47 Figure 6.23: St. Vincent s University Hospital Staff Journey Origins The distribution of the staff is broadly aligned with the anticipated profiles that would be expected for a suburban location, with staff predominantly located in South-East Dublin City and South County Dublin. There are a number of areas with higher concentrations of staff including Ballinteer, Ballsbridge, Blackrock, Booterstown, Bray, Dún Laoghaire, Dundrum, Lucan, Rathfarnham, Sandymount, Shankill and Stillorgan The National Maternity Hospital, Holles Street Survey Methodology and Sample Size At the time of the survey, the total staff population at The National Maternity Hospital, Holles Street was approximately 1,007 people. A total of 268 staff completed the questionnaire, corresponding to a response rate of approximately 27%. This again is a high sample size and gives an understanding of current travel patterns at the Hospital. In addition, there was 269 responses to the patient travel survey and 122 responses to the visitor travel survey. Modal Split Staff were asked by which mode they usually travelled to work (the longest part, by distance). They also had the option of selecting a second mode if they used a 6-46

48 combination of modes. The reported travel modal split among staff at The National Maternity Hospital, Holles Street is presented in Figure Figure 6.24: National Maternity Hospital Staff Modal Split The survey indicates that 47% of staff usually drive to the Hospital, with a further 2% travelling as a car passenger. The public transport mode share is relatively high at 32%, with an even split between bus and train or DART. Approximately 12% staff walk to work, with 7% cycling. The majority of staff park on campus (74%), with 13% parking at the off-campus car park on Sandwith Street. The remainder (13%) park either on street or at other locations (e.g. renting a space). The patient travel survey indicates that 64% of patients either drive to the hospital or are a passenger in a car that parks nearby, while 7% travel by taxi or are dropped off. The visitor travel survey indicates that 31% of visitors drive to the hospital, 7% are car passengers and 3% travel by taxi. 6-47

49 Arrival and Departure Times As part of the survey, staff were asked what their usual arrival and departure times were from the Hospital. The results from this question are presented in Figure 6.25 and Figure Figure 6.25: National Maternity Hospital Staff Arrival Times The majority of staff (62%) begin work between 06:00 and 08:00, with most of the remainder starting between 08:00 and 10:00. Only a small number stated that they usually start at other times. Figure 6.26: National Maternity Hospital Staff Departure Times 6-48

50 The departure times are more evenly spread when compared to the arrival times. Almost half of staff usually depart work between 16:00 and 18:00, with 36% of staff departing after 18:00. Staff Journey Origins As part of the survey, staff were asked from where they travel to the Hospital each day. The results from this question are presented in Figure Figure 6.27: National Maternity Hospital Staff Journey Origins The distribution of the staff is broadly aligned with the anticipated profiles that would be expected for a City Centre location, with staff relatively well distributed throughout the Greater Dublin Area Travel Survey Summary The staff, patient and visitor modal splits at the two hospitals surveyed and, in particular, the proportion of car drivers, vary for each of the hospitals. The National Maternity Hospital, Holles Street has a car driver mode share of 47% of staff driving to work while St. Vincent s University Hospital has a car driver mode share of 51% of staff driving to work. There would appear to be a bias towards car drivers in the staff travel surveys considering the limited 6-49

51 availability of car parking at both locations, and a slightly lower car driver mode share is therefore considered to be more representative of the existing situation at both hospitals. The patient travel surveys indicates that 56% of St. Vincent s University Hospital patients and 64% of National Maternity Hospital travel by car (either as a driver or passenger) to the hospital and require car parking. In terms of arrival times at the hospitals, it can be seen that the National Maternity Hospital staff generally arrive earlier than those at St. Vincent s University Hospital, with 63% arriving before 08:00 compared to 51% at St. Vincent s University Hospital. The presence of a large number of staff starting very early in the morning will have less impact on the surrounding road network due to the reduced volume of traffic on the road network at this time. In terms of departure times, patterns are reasonably similar, however, there is a more pronounced peak in the evenings from St. Vincent s University Hospital (61% leaving between 16:00 and 18:00) compared to departures from the National Maternity Hospital, Holles Street (49% leaving between 16:00 and 18:00). From the analysis of the home locations of staff, there appears to be a pattern whereby staff tend to live in areas that correlate with the Hospital location. This is clearly visible with the concentration of St. Vincent s University Hospital staff living in South-East Dublin City and South County Dublin whereas staff of the centrally located National Maternity Hospital, Holles Street are well distributed throughout the Greater Dublin Area. It is reasonable to assume that, in time, the new National Maternity Hospital staff population will reflect a similar geographical pattern to that of the existing St. Vincent s University Hospital Campus, as staff choose to live in areas with greater accessibility to the Campus Catchment of National Maternity Hospital Patients The patient catchment for the proposed development of the National Maternity Hospital at the St. Vincent s University Hospital Campus site will remain, as per the existing Hospital at Holles Street, primarily regional in nature. The National Maternity Hospital will be one of three maternity hospitals in Dublin which provide obstetrics, gynaecology and neonatal services, caring for mainly for patients from Dublin and Wicklow (86%) and, to a lesser extent, other surrounding counties. Presently, a 6-50

52 total of 71% of referrals are from Dublin City, with only 4% of the referrals to National Maternity Hospital in Holles Street originating from outside the Greater Dublin Area. The hospital will also be the national referral centre for complicated pregnancies, premature babies and sick infants. Based on the numbers outlined above, it is expected that the number of daily trips associated with the maternity hospitals activities as a national referral centre will be negligible in the context of the overall trips to and from the hospital. 6.5 Characteristics of the Proposed Development The St. Vincent s University Hospital (excluding the St. Vincent s Private Hospital) currently employs approximately 3,140 staff (data of January 2017), with approximately 1884 staff working core weekday hours. The new National Maternity Hospital at St. Vincent s University Hospital Campus will employ approximately 1,112 staff (including students) who are to be located at St. Vincent s University Hospital Campus. It is expected that there will be approximately 670 staff working during core weekday hours at the new National Maternity Hospital. The transport-related elements that are being proposed as part of this application for permission in respect of the National Maternity Hospital at St. Vincent s University Hospital Campus consist of the following: 270 additional cycle parking spaces (increasing to 222 no. secure, sheltered cycle parking spaces provided on Campus); Upgrading of the internal pedestrian/cycle path from the junction of Merrion Road/Nutley Lane to cater for cycle movements; Planned enhancement of the existing shuttle bus frequency UCD to DART; Showers, lockers and changing rooms for general staff and catering staff, within the new building; Allowance for motorcycle parking consistent with the provisions set out in the Dublin City Development Plan; A net increase of 277 car parking spaces on Campus (provided by increasing the size of the multi-storey car park horizontally and vertically); A new underground access to the multi-storey car park Level 1 and a new above ground access to the multi-storey car park Level 6, replacing the existing Level 2 access; Improvements to the Campus access junctions at Nutley Lane and Merrion Road; 6-51

53 Two set-down areas in front of the new National Maternity Hospital main entrance (one on either side of the main internal road); A new waste-collection and delivery area shared between the Adult Hospital and the new National Maternity Hospital; and A taxi holding area with capacity for 6 taxis; Mobility Management Plan This section sets out the elements of the Mobility Management Plan, which include a number of specific measures to encourage more sustainable modes of travel to the Campus, with a particular focus on staff travel. Also described is the manner in which it is proposed to manage, promote and monitor the implementation of the Mobility Management Plan. It should be noted that St. Vincent s University Hospital actively promotes sustainable transport among its staff population already, and that the measures outlined are in general an enhancement and formalisation of these existing initiatives, schemes and promotions already established on the Campus. The implementation of these measures along with external improvements to the public transport and cycle network (by Dublin City Council and the NTA) will contribute to achieving the staff modal split targets set out here, and as agreed with the Local Authority and the NTA. The targets are based on an analysis of where existing staff at both hospitals live. Over time it is likely that staff associated with The National Maternity Hospital will have a similar distribution (in terms of living locations) to that of the St. Vincent s University Hospital staff. Future staff are likely to choose accommodation that is readily accessible by convenient modes including walking, cycling and public transport Existing Measures As outlined previously, St. Vincent s University Hospital actively promotes sustainable transport and the Mobility Management Plan looks to build upon and enhance the measures and initiatives already in place on Campus. The existing measures include: Limiting the amount of staff car parking on Campus (a total of 559 spaces are available on campus, between staff-only areas and a quota of 310 spaces on the multi-storey and Herbert wing car parks); 6-52

54 Paid car parking for all staff and visitors. For staff, up to the parking quota, a charge of 3 per visit is in place. Once the quota is exceeded, staff must pay the same rate as visitors (up to 14 per day); Provision of secure, covered cycle parking on Campus. St. Vincent s University Hospital has responded to increased demand for cycle parking in recent years (e.g. additional cycle parking provided in 2010 and 2011); Provision of changing rooms, showers and lockers for staff; A traffic-calmed core of the Campus with cycle lanes along the main internal roads; Good pedestrian crossing facilities throughout the Campus; Cycle to Work scheme available to staff; Provision of public transport tax-saver tickets for staff; Real-time public transport information screens in the main lobby area; Participation in the Smarter Travel Workplaces Programme Challenges (e.g. Pedometer Challenge, 10-minute Cycle Challenge); Regular monitoring through staff travel surveys; Monitoring the usage of cycle parking on Campus; A Bicycle Users Group (established in 2008); Cycling lectures; Promotion of cycling through Healthwise newsletters, s and posters; Servicing of staff bicycles by a local company; and Bike to Work day. These schemes and initiatives will continue to be supported and promoted as part of the Mobility Management Plan Leadership The addition of the new National Maternity Hospital on the Campus will represent a stepchange increase in health service provision on the Campus. In order to manage the impact that changing travel patterns will have on the existing Campus transport infrastructure, a new Mobility Management Plan for the Campus, incorporating the National Maternity Hospital, has been developed. An updated structure to manage the development and implementation of the Mobility Management Plan has been agreed by SVUH and NMH with the responsibility for implementation resting with the Mobility Management Plan Working Group. 6-53

55 Mobility Management Plan Working Group A Mobility Management Plan Working Group for the Campus has the following roles and responsibilities: The Working Group will include representatives of both St. Vincent s University Hospital and The National Maternity Hospital. Overseeing the implementation of the Mobility Management Plan across the Campus. Ensuring that the Campus Mobility Management Plan is adequately resourced Meeting regularly to agree on targets, to update baseline information including the commissioning of bi-annual surveys to ensure that the recommended measures are achieving the targeted results. Liaising with (and inviting representation from) external stakeholders such as Dublin City Council, the National Transport Authority, Dublin Bus and the local community Promotion and Marketing As set out in Section , a wide range of schemes and initiatives are already promoted across the hospitals and Campus to support sustainable travel among staff. To further enhance the promotion of sustainable travel, the following additional measure are to be implemented for the Campus; Development of a Communication Strategy which will regularly inform staff of any new initiatives and schemes available to them, facilities which have been upgraded and other changes in relation to mobility to and from the Campus. Staff of the National Maternity Hospital, Holles Street will be included at a future time closer to migration to St. Vincent s University Hospital Campus; Preparation of a travel information pack for the St. Vincent s University Hospital Campus. The pack will include travel information for all modes from different areas of the City and include maps and journey times. The schemes available to staff (i.e. tax saver, cycle to work) and how to apply for them will also be included; Organisation of Information Days at St. Vincent s University Hospital to present the improved sustainable travel options proposed for the Campus; Reviewing and updating of the travel section of the St. Vincent s University Hospital website (for patients/visitors) and intranet site (for staff). The website will cover travel options by all modes, including walking; and Provision of additional Real Time Passenger Information screens, to give information on public transport services, across the Campus. 6-54

56 Measures to Encourage Walking The existing Walk mode share is 8% for staff at St. Vincent s University Hospital and 12% for staff at the National Maternity Hospital, Holles Street. In general, 2-3km is considered as the upper limit in terms of walk commuting distance. Based on the analysis of where staff at the two hospitals live, a target walk mode share of 11% for the St. Vincent s University Hospital Campus is proposed once the new NMH becomes operational. A summary of the existing and target mode share for walking is presented in Figure Figure 6.28: Walk Mode Share Target Base Line Mode Share (St. Vincent s University Hospital) 8% Base Line Mode Share (National Maternity Hospital Holles Street) 12% On Foot Target Mode Share (St. Vincent s University Hospital Campus) 11% Measures (ongoing and proposed) which will help to promote walking include: Provision of high quality pedestrian facilities within the Campus, including new pedestrian crossings; Redesign of the Merrion Road access junction with improvement of pedestrian facilities across Merrion Road and increased pedestrian space on the Hospital site. Review of existing changing rooms and lockers facilities/arrangements on the existing Campus for staff and carrying out any necessary improvements; Provision of high quality changing rooms, lockers and shower facilities as part of the new National Maternity Hospital; Review of the existing wayfinding pedestrian signage within the Campus and implementing improvements, as necessary; and Preparation of Walking Route Maps showing journey times to St. Vincent s University Hospital Campus, from key origins in the wider area. 6-55

57 In addition to the above, the Working Group will work with the National Transport Authority and Irish Rail to explore potential improvements to the pedestrian connections between the Campus and public transport nodes, with particular focus on the connection to Sydney Parade DART station and the future Blanchardstown to UCD BRT stop on the R138 Stillorgan Road Measures to Encourage Cycling The popularity of cycling has increased in recent years at St. Vincent s University Hospital, with the Cycle to Work scheme being highly subscribed to by staff and improved cycle facilities being provided. In recognition of the work being carried out to promote cycling on Campus, St. Vincent s University Hospital won the Cycling Workplace of the Year Award at the National Transport Authority s Smarter Travel Awards Cycle lanes are provided throughout the Campus, however, externally the existing cycle route network is fragmented. The Greater Dublin Area Cycle Network Plan identifies Merrion Road as a primary cycle route and Nutley Lane as a secondary cycle route. The existing Cycle mode share is 15% for staff at St. Vincent s University Hospital and 7% for staff at the National Maternity Hospital Holles Street. In general, 10km is the upper limit in terms of commuting distance by bicycle. Approximately 51% of National Maternity Hospital Holles Street and St. Vincent s University Hospital staff live within this catchment of the Campus (excluding those living within the walk catchment). This is likely to increase in time, as National Maternity Hospital s staff adapt to the new location of the hospital. Based on the analysis of where staff at the two hospitals live, an initial target cycle mode share of 20% for the St. Vincent s University Hospital Campus is proposed once the new NMH becomes operational. A summary of the existing and target mode share for cycling is presented in Figure

58 Figure 6.29: Cycle Mode Share Target Base Line Mode Share (St. Vincent s University Hospital) 15% Base Line Mode Share (National Maternity Hospital Holles Street) 7% Cycling Target Mode Share (St. Vincent s University Hospital Campus) 20% Measures (ongoing and proposed) which will help to promote cycling include: Provision of high quality changing rooms, lockers and shower facilities to be provided for as part of the new National Maternity Hospital; Provision of additional secure cycle parking spaces as part of the new National Maternity Hospital (270 additional spaces); Through the Mobility Management Plan Working Group, liaise, advise and support Dublin City Council and the National Transport Authority with regards to improvements to the cycle infrastructure on the surrounding street network (as per the Greater Dublin Area Cycle Network Plan); Continued promotion of the Cycle to Work scheme and explore potential of discounts with local bike shops; Preparation of Cycling Route Maps showing journey times to St. Vincent s University Hospital Campus; Liaison on a regular basis with the existing Bicycle Users Group in the Hospital; and Organisation of cycle advocacy days to coincide with Bike Week. This may include on-site bike repairs, on-site sales, bike demonstrations (electric bikes) etc. Cycling equipment such as high-visibility jackets and cycle lights will be distributed at this event. The Greater Dublin Area Cycle Network Plan (see Section ) sets out a number of cycle routes which will provide high quality and continuous routes across the different administrative boundaries in the Greater Dublin Area. The implementation of the various orbital and radial cycle routes has the potential to significantly increase the number of people cycling on a daily basis, including to St. Vincent s University Hospital Campus. 6-57

59 With a particular focus on the area in the vicinity of the Campus, the Working Group will work with and support the National Transport Authority and Dublin City Council with regards to improvements and upgrades to the primary routes identified along the R118 Merrion Road and the R138 Stillorgan Road and the secondary route identified along Nutley Lane. The development proposals include an upgrade of the existing internal pedestrian and cycle path from the junction of the Merrion Road / Nutley Lane to the core of the Hospital Campus to accommodate cycle movements Measures to Encourage Public Transport In terms of public transport provision, regular direct access to the SVUH Campus consists of DART and Dublin Bus services. The Sydney Parade DART station is located within a 5-minute walk of the Campus while Dublin Bus routes No. 4 and No. 7 (including services 7a and 7b) provide high-frequency bus services along Merrion Road. Additional high frequency services along the R138, a 10-minute walk from the Campus, include the No. 39A, No. 46A and No There remains, however, areas which do not have a direct public transport connection. These areas include Tallaght, Dundrum, Terenure and Ballinteer to the west, for example. The existing public transport mode share is 22% for staff at St. Vincent s University Hospital and 32% for staff at the National Maternity Hospital Holles Street. Having analysed where St. Vincent s University Hospital staff live, the public transport mode share appears high and any significant increase in this mode share would be likely to require new catchments being served. Approximately 36% of National Maternity Hospital Holles Street and St. Vincent s University Hospital staff live within the catchment of services directly serving the Campus (excluding those living within the walk catchment). This increases even further when considering interchange between public transport services. Therefore, on the basis of short-term improvements to the public transport services, an initial target public transport mode share of 29% for the St. Vincent s University Hospital Campus is proposed once the new NMH becomes operational. A summary of the existing and target mode share for public transport is presented in Figure

60 Figure 6.30: Public Transport Target Mode Share Base Line Mode Share (St. Vincent s University Hospital) 22% Base Line Mode Share (National Maternity Hospital, Holles Street) 32% Bus, Train and Luas Target Mode Share (St. Vincent s University Hospital Campus) 29% Measures (ongoing and proposed) which will help to promote travel by public transport include: The planned introduction of a new stop along the UCD to Sydney Parade DART shuttle bus route to serve St. Vincent s University Hospital. The service, which can be extended to operate throughout the day, can cater for trips between UCD and the University Hospital and also provide a local bus connection between the Hospital Campus and the N11 Quality Bus Corridor; Ongoing discussion with Dublin Bus and National Transport Authority about opportunities to improve access to the Campus by bus, especially to the west and south. The proposed implementation of the Tallaght to UCD orbital route by the NTA (the extension of the proposed service 175 will fulfil this role), coupled with the UCD to DART shuttle bus service will be of benefit to the Campus; Through the Mobility Management Plan Working Group, liaise and support Dublin City Council and the National Transport Authority with regards to improving bus priority on the surrounding street network, in particular exploring options for bus priority along Nutley Lane; Review the existing wayfinding pedestrian signage externally from key public transport points to the Campus and improve if necessary; Continued promotion of the public transport Tax Saver tickets (explore feasibility of providing monthly tickets); Provision of Real Time Passenger Information Screens across the Campus at key locations; and Preparation of Public Transport Maps showing journey times to St. Vincent s University Hospital Campus from various parts of the City at key times of the day. It 6-59

61 is particularly important that staff migrating from Holles Street are made aware of their travel options in advance of the move. The National Transport Authority s Transport Strategy for the Greater Dublin Area, has been recently adopted. The Strategy sets out new schemes which would significantly improve the public transport and cycle network for Dublin and the surrounding counties. The NTA, in its letter in Appendix 1.2 of the EIS, outline their plan to invest in upgrading existing core radial bus corridors and the provision of a new orbital core bus corridor, as follows: Dun Laoghaire Blackrock Ballsbridge Core Radial Bus Corridor; Bray / N11 UCD Donnybrook Core Radial Bus Corridor; and Dundrum / UCD Tallaght Core Orbital Bus Corridor. The Dun Laoghaire core radial bus corridor upgrade scheme will run immediately adjacent to the Campus and will not only provide significant enhancement to the level of bus services but will also significantly improve pedestrian and cycle connectivity locally to the Campus. The planned upgrading of the N11 radial bus route to Swiftway Bus Rapid Transit (BRT) standard will also see a significant improvement in the level of service on this corridor which is within convenient walking distance from the Campus. It is evident from the travel surveys undertaken at the existing SVUH Hospital Campus that a large number of staff already utilise the N11 bus corridor and walk to and from the hospital campus via Nutley Lane. The proposed implementation of the 175 Tallaght to UCD (via Dundrum) bus route would see significant improvements to orbital services which will be of benefit to the SVUH Campus especially if extended as far as the Hospital Campus via Nutley Lane. Analysis of the demographics of existing St. Vincent s University Hospital and National Maternity Hospital staff indicates that approximately staff commute from areas within the catchment of this proposed route. As well as planned improvements to the radial bus corridors, the NTA have also set-out plans for significant improvements to the frequency and capacity of public transport services provided by DART, with service frequency being looked at this year in terms of increasing the peak period frequency to a 10-mintue interval this year and, in the longer- 6-60

62 term, increasing to 5-minute intervals. The proposed improvements that form part of the recently published Sandymount/Merrion to Blackrock Corridor Study, including the closure of the Merrion Gates level crossing, will facilitate the desired increases to the DART frequencies. The NTA have also identified opportunities to improve the pedestrian accessibility to and from Sydney Parade Dart Station, which would have a direct impact on the attractiveness of the DART for trips to and from St. Vincent s University Hospital Campus Measures to Reduce Reliance on Private Car Use At peak times, there are currently approximately 1,760 staff working on the St. Vincent s University Hospital Campus. Dedicated staff car parking on Campus is restricted to a quota of 559 car parking spaces, with approximately another 70 spaces available to staff at Old Belvedere Rugby Club. To ensure that the existing car parking spaces on Campus are being used appropriately, paid parking charges are in place for both staff and the public. For staff, up to the parking quota, a charge of 3 per visit is in place. Once the quota is exceeded, staff must pay the same rate as visitors (up to 14 per day). Notwithstanding the above, car parking on Campus is close to capacity with the staff quota typically filled by 08:00 and the remaining spaces for patients and visitors being filled by 11:00. A key objective of the Mobility Management Plan is to ensure that a sufficient number of car parking spaces are available for patients and visitors to the Campus. The existing car driver mode share, as per the travel survey, is 51% among staff at St. Vincent s University Hospital and 47% among staff at the National Maternity Hospital Holles Street. Based on a review of car parking data for St. Vincent s University Hospital, and comparison with traffic count data, it is likely there was a bias in the travel survey results towards car drivers and the actual mode share is likely to be lower than this. A target Car Driver mode share of 34% for the St. Vincent s University Hospital Campus is proposed once the new NMH becomes operational. This allows for the majority of staff commuting from areas that are outside of the walk, cycle and public transport catchment of the Campus, which analysis has identified as approximately 31%, accounting for both National Maternity Hospital Holles Street and St. Vincent s University Hospital staff. It also considers a change in staff origins, which in the case of NMH staff, will gradually increase their proximity to the Campus and the catchments of direct public transport services. 6-61

63 A summary of the existing and target mode share people travelling by car is presented in Figure Figure 6.31: Car Driver Target Mode Share Car Drivers Base Line Mode Share (St. Vincent s University Hospital) 51% Base Line Mode Share (National Maternity Hospital Holles Street) 47% Target Mode Share (St. Vincent s University Hospital Campus) 34% Measures (ongoing and proposed) which will help to ensure a sufficient amount of car parking is made available on Campus include: A limited additional provision of car parking for staff; and Ongoing review of adequacy of existing car parking quantum based on projected growth of staff, patients and visitors; The existing car passenger mode share is 2% among staff at both hospitals. A car passenger mode share target of 5% has been proposed. Measures proposed which will help to promote car sharing include: Introduction and promotion of a Campus Car Sharing Scheme; and Exploring the potential provision of preferential parking for car-sharers. The target of 39% of staff commuting by car, including 5% as passengers, is believed to be realistic in the context of the good accessibility conditions by sustainable modes, in tandem with a strong mobility management focus Monitoring The targets set-out in the Mobility Management Plan have been discussed and agreed with both Hospitals, Dublin City Council and the National Transport Authority, and are considered realistic in the context of the Hospital Campus existing and future multi-modal transport provision. 6-62

64 To help with monitoring the effectiveness of the Mobility Management Plan and to identify changes in travel patterns early, the following measures are proposed: Carry out staff and visitor/patient travel surveys regularly (every months) such that the effectiveness of the Mobility Management Plan can be monitored; Monitor the usage of cycle parking spaces on Campus; Monitor the number of staff parking in visitor spaces; and Continually monitor nearby external car parking charges for comparison with charges on Campus. Updated staff and patient travel surveys were carried-out at St. Vincent s University Hospital in January 2017, as part of the ongoing monitoring of travel patterns in the context of the Mobility Management Plan Access and Circulation Strategy This section presents the access strategy to serve the St. Vincent s University Hospital Campus once the new National Maternity Hospital is operational Pedestrian Access Access for pedestrians will be along three primary pedestrian access routes serving the Campus. These routes described below and presented in Figure 6.32: To/from Merrion Road North this is along the dedicated internal pedestrian route which goes from the junction of Merrion Road / Nutley Lane (where it ties in with pedestrian crossing facilities) up to a crossing point on the main internal road. This will be the main route to and from Sydney Parade DART station as well as for people travelling from the bus stops located opposite the Merrion Shopping Centre and from the City Centre. To/from Merrion Road South access to the new National Maternity Hospital from here will be via the footpaths along the main internal road. Improvements for pedestrians are proposed at the vehicular access junction with Merrion Road where the left-turn slip lane and traffic islands are removed. This will be the main route for pedestrians to and from bus services along Merrion Road as well as people travelling from the south. To/from Nutley Lane this is along the footpaths along the main internal road. This 6-63

65 will be the main route to and from bus services along Nutley Lane and the R138. Figure 6.32: Primary Pedestrian Access Routes Existing bus stop National Maternity Hospital Building Primary Pedestrian Access Routes Cycle Access As set out previously in Section , the Greater Dublin Area Cycle Network Plan, 2014, has identified primary routes along Merrion Road and the R138 Stillorgan Road, and a secondary route along Nutley Lane. To ensure good quality access to the above routes, as illustrated in Figure 6.33, the following are included as part of the new National Maternity Hospital: A widening of the existing pedestrian path which runs between the junction of Merrion Road / Nutley Lane to a crossing point on the main internal road to accommodate two-way cycle movements. This path provides a direction connection to the main existing and proposed staff cycle parking areas; and The main internal road within the Campus will continue to be traffic calmed and therefore suitable for cycling. The proposed modifications to the access to the multi-storey car park are expected to reduce the number of vehicles within the core of the Campus, by offering two alternative points of access/egress from either 6-64

66 side of the Campus. Figure 6.33: Primary Cycle Access Routes Covered cycle parking Covered cycle parking Convenience cycle parking Secure Cycle Parking National Maternity Hospital Building Convenience cycle parking Primary Cycle Access Routes Covered cycle parking Ancillary facilities such as shower and changing rooms will be provided for within the new National Maternity Hospital building. A total of 355 no. cycle parking spaces will be provided as part of the proposed development which will result in a net increase of 235 no. of spaces on Campus, taking account of 120 no. cycle spaces that will be displaced due to the proposed development. This increases the total number of cycle parking spaces on the Campus from 250 no. to 485 no. This quantum has been based on the 20% modal target as outlined in the Mobility Management Plan (Figure 6.29). Approximately half of the new cycle parking will be provided within two new secure sheltered cycle facilities, located across from the main Hospital building. Further cycle parking will also be provided in three other main locations across the campus for ease of access. These are, adjacent to the secure cycle facilities, close to the multi-storey car park and within the Herbert Wing car park. In addition, a number of convenience stands will be provided outside of the main entrance (20 spaces) and rear entrance (10 spaces) to the Maternity Hospital to accommodate visitors to the Hospital. 6-65

67 Vehicular, Emergency and Service Access The vehicular access strategy for the new National Maternity Hospital will generally follow the existing strategy for the Campus, with all vehicle movements permitted and catered for at both the Merrion Road and Nutley Lane entrances. Internally, the vehicle access strategy includes the following primary elements as illustrated in Figure 6.34: Provision of a new, underground access to the multi-storey car park via the existing St. Rita s car park. This involves closing the existing access to St. Rita s car park and providing a new entrance slightly west of it. As a result, the St. Rita s car park will also be redesigned; Provision of a new entrance to the multi-storey car park at Level 6. This will replace the existing entrance to the multi-storey car park which enters at Level 2 presently, and will closely match its present alignment; Two managed set-down areas located outside of the main entrance to the new National Maternity Hospital (one on either side of the road to cater for vehicles from both directions). This will cater for up to six vehicles simultaneously; A dedicated emergency access area with capacity for two ambulances (off the north-south internal road). This will be accessible from both the Nutley Lane and Merrion Road entrances; A new waste management, delivery and facilities management area (off the north-south internal road) shared by both the existing Adult Hospital and the new National Maternity Hospital; A taxi holding area adjacent to the Nutley Lane access. It is envisaged that taxis will be called from this area to the set-down areas outside of both the existing Adult Hospital and the new National Maternity Hospital; and A redesign of the Herbert Wing car park (reduced in size), including a new egress point. 6-66

68 Figure 6.34: Vehicular Access Strategy Taxi Holding Area Access to multistorey car park Expanded multistorey car park Set-down areas Access to multistorey car park Redesigned car park Traffic calmed core with low vehicle movements Emergency Access National Maternity Hospital Building Servicing Access Private Hospital Access Vehicular Access Routes Redesigned Herbert Wing car park St. Vincent s University Hospital Campus Entrances The following section describes the proposals to modify the existing entrances serving the Hospital Campus. The engineering drawings of these proposals are included as part of the set of planning drawings associated with this application and are presented in Appendix Nutley Lane Entrance It is proposed to make a number of modifications to the Nutley Lane entrance to address issues currently experienced during peak periods. The proposals for the junction are illustrated in Figure 6.35 and have been discussed and agreed in principle with Dublin City Council. 6-67

69 Figure 6.35: Nutley Lane Entrance Upgrade Junction Improvements Dedicated right-turn lane on Nutley Lane 8 no. car parking spaces removed Existing bus stop retained Internal right-turn lane extended At present, there is a high right turn movement from Nutley Lane into the Campus during the morning peak period. The positioning of vehicles on the roadway can result in rightturning traffic blocking general traffic from continuing straight ahead along Nutley Lane towards Merrion Road. To address this issue, it is proposed to provide a dedicated rightturn lane which can cater for ten right-turning vehicles. This will involve new road markings, some localised road widening on the southern side of the road and the loss of approximately eight on-street parking bays. Within the Campus there is a high left-turn movement exiting the Campus onto Nutley Lane during the evening peak period. This can result in long internal queues, a proportion of which is traffic wishing to turn right onto Nutley Lane. To address this issue, it is proposed to increase the length of the right-turn lane internally. This will require a small amount of road widening within the Campus and new road markings internally. This will enable the junction to operate in a more efficient manner, with the result being a reduced level of internal queuing during this time period. 6-68

70 Merrion Road Entrance It is proposed to make a number of modifications to the Merrion Road entrance to address issues currently experienced during peak periods. The proposals for the junction are illustrated in Figure 6.36 and have been discussed and agreed in principle with Dublin City Council. Figure 6.36: Merrion Road Entrance Upgrade At present, vehicles travelling southbound on Merrion Road during the evening peak period enter the junction outside of the entrance to St. Vincent s University Hospital Campus. This can result in traffic trying to exit the Campus and turn right onto Merrion Road being prevented from doing so. To address this issue, it is proposed (subject to approval by the road authority) to provide yellow box road markings within the junction. Within the Campus queues develop at this junction during the evening peak period. A high proportion of this queue is traffic wishing to turn left onto Merrion Road, a movement for which there is capacity available at the junction. To address this issue, it is proposed to increase the length of the left-turn lane internally. This will require a small amount of road widening and new road markings internally. The left-turn slip lane at the junction will also be removed along with the pedestrian refuge islands. A direct pedestrian crossing will be provided instead. This will enable the junction to operate in a more efficient manner, with 6-69

71 the result being a reduced level of internal queuing during this time period, as well as an improved level of service for pedestrians Car Parking Proposals The following section presents the car parking proposals for the Campus following the redevelopment of The National Maternity Hospital at St. Vincent s University Hospital Campus. The level of car parking provision has been informed by the baseline appraisal of the existing environment, the present travel patterns at both St. Vincent s University Hospital and the National Maternity Hospital at Holles Street and the objective to deliver a sustainable transport strategy as agreed with Dublin City Council and in consultation with the National Transport Authority. In terms of applicable development planning standards, the level of car parking provision for hospitals in the Dublin City Development Plan is qualified in terms of the need to have regard to the numbers of medical staff, administration staff, patients and visitors. 4 The proposed parking provision in particular, takes account of the travel mode split targets set by the Mobility Management Strategy Displaced Car Parking The re-development of the National Maternity Hospital at St. Vincent s University Hospital Campus will result in the loss of a number of car parking spaces as a result of new buildings and access arrangements. A displacement of approximately 149 spaces will occur as a result of the new development, a break-down of which is presented in Table 6.5. Table 6.5: Displaced Existing Car Parking Spaces Car Park Name Existing Spaces Lost Spaces Spaces Remaining St. Rita's Dermatology / OPD Hebert Wing Other disabled spaces Total Dublin City Council Development Plan, , Table 17.1 footnote 6-70

72 Proposed Car Parking Staff Car Parking The following outlines the estimated demand for staff car parking associated with the new National Maternity Hospital. Approximately 60% of staff at both St. Vincent s University Hospital and the new National Maternity Hospital work during the core weekday hours. This has been validated with management at both hospitals. For the purpose of this analysis, the estimated number of staff at both hospitals is presented in Table 6.6. The staff numbers account for the anticipated increase in the number of staff working at The National Maternity Hospital compared to those currently working at its present location on Holles Street. Table 6.6: Anticipated Staff Numbers Hospital Staff Attendance during core weekday hours St. Vincent s University Hospital 3,140 1,884 The National Maternity Hospital 1, Total 4,043 2,551 As set out in Table 6.6, just over 2,400 staff are anticipated to be working on Campus during core weekday hours. Based on the targeted future mode share of 34% for staff car drivers (as described previously in Section ), while also allowing for a turnover of spaces during the day, the estimated demand for staff car parking spaces is presented in Table 6.7. Table 6.7: Staff Car Parking Demand Staff Numbers Car Driver Mode Share Turnover of Spaces Estimated Demand for Parking 2,551 34% 12% 764 As set out in Section , there are 559 spaces presently allocated to St. Vincent s University Hospital staff on Campus, with another 70 spaces being rented at Old Belvedere Rugby Club. It is estimated that demand for staff car parking will be 764 spaces, an increase of 135 spaces from existing levels (including those rented off-campus). It is therefore proposed to provide 135 staff car parking spaces as part of the re-development of The National Maternity Hospital at St. Vincent s University Hospital Campus. Patient/Visitor Car Parking The following outlines the estimated demand for patient and visitor car parking associated with the new National Maternity Hospital. Currently, the National Maternity Hospital, Holles Street caters for approximately 145 inpatients and 584 outpatients daily. It is estimated that 6-71

73 this will increase to 155 inpatients and 620 outpatients when relocated to St. Vincent s University Hospital Campus. The estimated demand for patient car parking is presented in Table 6.8 and is based upon a future mode share of 65% for patients travelling by car (or as a car passenger) as well as applicable car parking turnover rates. Table 6.8: Patient / Visitor Car Parking Demand National Maternity Hospital No. of patients Car Driver Turnover of Proposed Demand for Mode Share Spaces Parking In-patients % Out-patients % Total 142 The following rationale has been adopted for the factors used in the calculation of the number of patient and visitor car parking spaces, includes: The car driver mode share used to calculate the proposed demand for car parking is based upon patient travel survey carried out at The National Maternity Hospital, Holles Street, where 65% of patients travel by car (or as a car passenger). This is described previously in Section A turnover factor of 2.5 for inpatients is based upon an average stay of five hours over a 12-hour day for the person that is accompanying the inpatient as well as patients being discharged. A car parking turnover factor of 4 for outpatients is based upon clinics being held throughout the day (over eight hours). It allows for an average stay of two hours per outpatient. Although some visits will be longer than this, the majority of visits will be less than two hours. Based on the above assumptions, the peak demand for car parking generated by the new National Maternity Hospital patients will be 142 spaces. It is therefore proposed to provide 142 patient/visitor car parking spaces as part of the re-development of The National Maternity Hospital at St. Vincent s University Hospital Campus. In addition, there are a number of set down spaces and taxi spaces along the main Campus access road. These spaces are not included in the overall car parking quantum but the trip generation from these spaces has been incorporated in the transportation analysis. On the basis of the above demand for staff and patient car parking spaces, a total of 277 additional car parking spaces are required as part of the re-development of The National Maternity Hospital at St. Vincent s University Hospital Campus. 6-72

74 Disabled Car Parking There are currently 42 disabled parking spaces associated with St. Vincent s University Hospital. In accordance with the Dublin City Council Development Plan , it is proposed to maintain the existing quantum and allocate 5% of the proposed additional 277 spaces as disabled spaces. This will bring the total number of disabled bays on Campus to 56 spaces, 14 of which are new spaces. Motorcycle Parking It is proposed to provide a number of motorcycle parking spaces compliant with the minimum provision as set out in the Dublin City Council Development Plan, , which requires provision at a rate of 4% of the number of car parking spaces being provided. The spaces will be conveniently distributed among the Campus and within the multi-storey car park. Summary Following the completion of the new National Maternity Hospital, it is proposed that there will be a total of 1,289 spaces provided on Campus associated with St. Vincent s University Hospital and the new National Maternity Hospital. The multi-storey car park will increase to 922 spaces, which will accommodate replacement for the displaced car parking spaces as well as the proposed 277 additional spaces. A breakdown of the number of spaces per car park once the new National Maternity Hospital is operational is presented in Table 6.9. Table 6.9: Proposed Campus Car Park Quantum Car Park Name Total St. Rita's 116 Multi-storey car park 922 Underground car park 122 On Call 29 Herbert Wing 45 Breast Check Clinic 1 26 Breast Check Clinic 2 14 Other disabled spaces on Campus 14 St. Vincent s University Hospital Sub-total 1,289 Mortuary 22 Ambulance Bays 6 St. Vincent s Private Hospital 260 St. Vincent s Private Hospital (Radiotherapy) 18 Campus Total (including Private Hospital) 1,

75 6.6 Potential Impact of the Proposed Development This section presents the predicted traffic impacts of the proposed development during both construction and operational stages Assessment Criteria For the purposes of clarity and consistency, the rating of impact has been based upon the projected change in prevailing travel conditions under the following rating system. This rating takes cognisance of the Environmental Protection Agency guidelines, as contained within the Revised Guidelines on the Information to be contained in Environmental Impact Statements, September Table 6.10: Proposed Campus Car Park Quantum Significance of Impact Imperceptible Effects Not Significant Effects Slight Effects Moderate Effects Significant Effects Very Significant Effects Profound Effects Topic Specific Criteria No perceived impact on prevailing travel conditions A small change in traffic flows without causing a real change in travel conditions A change in traffic flows resulting in a minor change in travel conditions A change in traffic flows resulting in a modest change in travel conditions A marked change in travel conditions resulting in long delays to traffic A significant change in travel conditions resulting in very long delays to traffic A major change in travel conditions resulting in the breakdown in traffic flow and significant delays to traffic Construction Phase The following section describes the construction strategy, including an appraisal of the likely impacts the construction traffic will have on the surrounding street network during the construction phase. The appraisal is based on the sequence of construction works set out in the Draft Construction Management Plan included as Appendix 2.1 of the EIS. The construction of the new National Maternity Hospital at the St. Vincent s University Hospital Campus will take approximately 56 months to complete. The works will be carried out over a number of phases with different levels of intensity. In terms of general traffic generation and impact on the surrounding road network, the critical period will be during the operational phase (i.e. after construction has finished), as traffic flows generated by the construction works will be less than those which will occur when the new National Maternity Hospital is open. 6-74

76 Construction Access Routes and Traffic Generation Dublin City Council operates a Heavy Goods Vehicle (HGV) restriction within Dublin City Centre where 5-axle HGVs are banned within the City centre from 07:00-19:00 every day. Any 5-axle HGV wishing to access the restricted zone has to apply for a permit and is also obliged to use the designated HGV routes within the restricted zone. St. Vincent s University Hospital Campus lies immediately outside of the restricted zone, and therefore, only HGV movements to and from the North of the site will be affected by the restrictions. During the different construction stages, construction traffic will enter and egress the campus either via a proposed one-way construction route from Nutley Lane or from the Merrion Road entrance / exit. The Nutley Lane access will route along the internal service road at the Campus southern boundary, and egressing using the existing Campus access junction with Merrion Road. This route was used previously during the construction of the Nutley Wing and Psychiatric Unit. The Merrion Road access / egress will utilise the existing signalised junction to the campus. The construction works can be broken down into three main stages. The following is a description of the proposed construction traffic access and egress routes during each stage. Enabling works and multi-storey car park extension In order to mitigate the disruption to the Campus and surrounding area during the construction phases, it is proposed to undertake a number of enabling works packages. This will include the extension to the existing multi-storey car park along with associated access arrangements and improvements to the Campus access on both Nutley Lane and Merrion Road. These enabling works will facilitate the orderly decanting of existing Campus parking spaces to the extended multi-storey car park and also provide a quantum of car parking that can be utilised by the Main Contractor to mitigate against any potential overspill into the surrounding residential streets during the Main Construction works. Construction traffic will predominately access and egress from the Campus via Nutley Lane as shown in Figure The quantum of construction vehicle movements associated with this stage is not likely to be greater than 6 trucks per hour (equivalent to 12 two-way movements) which is not significant in the context of the network capacity and the relative resulting increases in traffic volumes. 6-75

77 Figure 6.37: Enabling Works Construction Access and Egress Construction access and egress Northbound HGV s will turn left at the Merrion Rd/Strand Rd junction and continue northbound along Strand Rd Main Construction Works Phase 1 Following the enabling works, the main construction works Phase 1 will take place. This consists of the construction of the southernmost building elements, closest to the Herbert Wing. The construction compound for the main contract will be located on St. Rita s car park site which is immediately next to the Merrion Road entrance. For this phase it is envisaged some construction traffic will access from Nutley Lane and route along the previously described one-way route to the construction site. In addition, access to the construction compound and site will also be available off Merrion Road. All egress of construction traffic will be onto Merrion Road using the main Campus entrance as shown in Figure It is estimated that there will be an average of trucks per day (equivalent to two-way movements) during periods of intensive construction activity (i.e. concrete pours), with a peak of 24 two-way movements during a one-hour period. Outside of this activity, 6-76

78 there will be, on average, less than 60 trucks per day (equivalent to 120 two-way movements). Figure 6.38: Main Construction Works Phase 1 Access and Egress Northbound HGV s will turn left at the Merrion Rd/Strand Rd junction and continue northbound along Strand Rd Construction access only Construction egress only Main Works Phase 1 Construction one-way route Main Construction Works Phase 2 Following the Phase 1 works, the main construction works Phase 2 will take place. This consists of the construction of the main hospital building, adjacent to the main Campus road. Construction traffic at this stage will utilise the Merrion Road entrance as the primary access as the construction site and the compound are adjacent to this entrance. Secondary access to the site and compound may also be necessary from the existing temporary route from Nutley Lane. Construction traffic impact will be similar to Phase 1, with an average of trucks per day ( two-way movements) during the most intensive construction activity (i.e. 6-77

79 concrete pours), with a peak of 24 two-way movements during a one-hour period. Outside of this activity, there will be, on average, less than 60 trucks per day. Figure 6.39: Main Construction Works Phase 2 Access and Egress Northbound HGV s will turn left at the Merrion Rd/Strand Rd junction and continue northbound along Strand Rd Construction access only Construction egress only Main Works Phase 2 Construction one-way route Car Parking during Construction Stages As described in Section , the first construction stage will be to carry out the works associated with the multi-storey car park expansion. This will enable the required decanting of car parking on Campus for the subsequent stages while maintaining the existing levels of staff and visitor car parking. It also has the potential to cater for a limited amount of car parking for construction staff, thus mitigating potential car parking overspill onto the surrounding residential areas. The amount of construction staff car parking to be provided on Campus will be subject to agreement with Dublin City Council as part of the Main Contractors Construction Management Plan, including mobility management planning for construction staff. To mitigate the impact of construction staff parking in the adjacent residential areas, they will be, as much as possible, encouraged to use sustainable forms of transport to travel to and from the site such as public transport, walking, cycling and car-pooling. 6-78